Godzilla

Point taken. It is amazing how many restrictions there are here that many see as perfectly normal and acceptable.
One thing I would like to see going forward is better trip trade systems in place with the ability to trade trips closer to sign in. Like maybe 4 hours prior.
If reserve call outs is getting shorter than the trade off is we should be able to trade later. Trading by 8 am DFW a day prior time is basically trading 2 days prior for many.
Also lets get the ability to split trips for trading as its a lot easier to get rid of a one or two day segment that a 3 or four day trip.
I know this is radical thinking at AA but it has been normal at many of airlines.
Lets put dinosaurs worship to rest.

drinksonme

One thing that we MUST have in the next contract is trip ownership and “Control”. By Control I mean being able to “advertise” front end or back end portions of a trip

Ex..4 day trip f

Day 1 has 3 legs (starting with a turn that goes out and back to base, and leg 3 to the overnight)

Or

Day 4 that has a turn from and back to base on the last legs.

THERE IS ZERO REASON WHY WE SHOULD NOT BE ABLE TO PUT THOSE FRONT AND BACK END TURNS INTO OPEN TIME, ON OUR OWN, and “advertise” them for pick up to others in base. It cost the company NOTHING. If someone picks it up, the payout is the same. If no one does, then the pilot scheduled on it will fly. This also goes for DHD on last leg swaps to pilots commuting home. Unreal that since Sabre is so limited that we just accept that’s the way we’ve always done it mentality. Being able to drop a late turn on the last day is a huge QOL issue. Commuters need it, pilots who are tired of being on a long trip need it, and people looking for extra pay outside of MU need it. It’s a win for the pilots that literally has no effect on the operations. The control that LAA gives to Crew Scheduling is unreal.

Buzzlightyear

“and an electric shaver, a mannequin hand and a golf club”

viper548

At my regional I made a pretty good living bidding short call reserve then picking up turns from lineholders on my days off to get above min guarantee.

Cheddar

This is a great idea, but I want to understand how we propose the pay works. Lets take a hypothetical sequence:

DAY 1 -DFW-AUS 0:50
-AUS-DFW 1:00
-DFW-DEN 2:30

DAY 2 -DEN-DFW-LGA 6:30
DAY 3 -LGA-DFW 4:00

As a reserve pilot on my DFP, I want to take the AUS turn, and get paid a hard time no credit of 1:50 over guarantee? The trip owner then flys only the DEN leg and receives ONLY the 2:30 hard time? So his trip (with 5:15 ACD) is now only worth 13:00?

Just trying to sort it out in my head!


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Clint

It costs in G time.
Ex: my last day is MIA-DFW (3:10), DFW-SAT (1:00), SAT-DFW (1:00). That’s a hard time 5:10 trip valued at exactly the current average day value. In your proposal if I sold the turn to somebody else, I would be owed 2:00 G time and whoever picked up the trip would be owed 3:10. The company’s cost for that day just doubled.

I think it’s a great idea but, FOS limitations aside, the only way the company would buy off on this if if G time (and sit time between the split portions) was exempted.

Same for DH - great idea, as long as the pilot giving up the DH retains sequence credit and isn’t using an alternate DH.

drinksonme

Straight pay, no rigs. That’s how it was at my previous airline. It’s not perfect for the pilots either, and thus why it’s no loss for the company to have this option for us. I drop say a 4 hour turn on the last day, I obviously lose that 4 hours and the pilot picking up grabs 4 hours.....

Now with unbelievable greed I see at AA I am sure most pilots won’t help out the other and will go straight for MU only, but, there’s a chance other pilots can help each other out at least.

drinksonme

Exactly. Cost the company nothing, gives us possible flexibility

There is a catch with RSV’s however....85:00 credit limit. Can’t count against that, cause that will be an issue for Company. This is an easy quid pro quo thing if done right.....but with APA it would get d!cked up

Clint

Reserves can't pick up trips, so you're talking about a completely separate issue. The issue with this is not the 85 hour limit - since it could go over guarantee just like OG and Premium do - it's that reserves picking up trips would cause conflicts with their reserve days and lower coverage.

mainlineAF

If reserves could pick up on days off it would have to fit into their days off and keep them legal for their reserve days.

Plenty of airlines allow just that. If we had that i would bid long call every month.